Low emission two cycle axially reciprocating engine

ABSTRACT

An internal combustion engine of the two cycle type includes a plurality of cylinders arranged in pairs, each pair of cylinders forming opposed first and second combustion chambers therein which house opposed pistons. A conventional fuel-air mixture is received by and ignited within the first combustion chamber of each cylinder pair and is thereafter exhausted into the second chamber or the opposed cylinder along with an amount of fresh air for a second ignition before being exhausted from the engine. The reciprocating action of the pistons created thereby rotates a conventional crank wheel to turn a standard power shaft.

United States Patent 1 Schultz LOW EMISSION TWO CYCLE AXIALLY RECIPROCATING ENGINE [76] Inventor: William N. Schultz, 1610 First Na,

tional Tower, Akron, Ohio 44308 [22] Filed: Dec. 14, 1971 [21] Appl. No.: 207,760

Related US. Application Data [63] Continuation-impart of Ser No. 5,226, Jan. 23,

1970, abandoned.

[52] US. Cl ..123/58 BB, 60/15, 60/39.]7,

123/58 AB, 123/59 EC, 123/119 A [51] Int. Cl. ..F02b 41/02, F02b 75/26 [58] Field of Search 123/43 A, 43 AA, 123/58 B, 58 BB, 59 EC, 119 A;60/901, 15,

[56] References Cited UNITED STATES PATENTS 2,083,730 6/1937 Michell 123/58 BB 2,403,282 7/1946 Holmes 1 1 v.123/58 BB 2,51 1,385

6/1950 Udale 60/3917 X 51 Apr. 17, 1973 3,006,324 10/1961 Shaw ..123/58 BB FORElGN PATENTS OR APPLICATIONS 1,241,709 8/1960 France ..123/58 BB Great Britain 123/59 EC Primary Examiner-Carlton Croyle Assistant ExaminerMichael Koczo, Jr. Att0rney-Hamilton, Renner & Kenner [5 7 ABSTRACT An internal combustion engine of the two cycle type includes a plurality of cylinders arranged in pairs, each pair of cylinders forming opposed first and second combustion chambers therein which house opposed pistons. A conventional fuel-air mixture is received by and ignited within the first combustion chamber of each cylinder pair and is thereafter exhausted into the second chamber or the opposed cylinder along with an amount of fresh air for a second ignition before being exhausted from the engine. The reciprocating action of the pistons created thereby rotates a conventional crank wheel, to turn a standard power shaft.

10 Claims, 6 Drawing Figures LOW EMISSION TWO CYCLE AXIALLY RECIPROCATING ENGINE CROSS REFERENCE TO RELATED APPLICATION This application is a continuation-in-part of my copending application Ser. No. 5,226, filed Jan. 23, 1970 and now abandoned.

BACKGROUND OF THE INVENTION complete combustion of gasoline yielding water vapor and carbon dioxide. Engine manufacturers have long strived toward that total efficiency by attempting to overcome the undesirability of incomplete combustion and the attendant yielding of harmful by-products such as carbon monoxide. Originally, the ultimate goal may have been to totally convert the fuel into energy; how

ever, more recently, it has become more important to achieve combustion products which are relatively free of deleterious, air-polluting substances even .at the expense of slight energy loss.

Heretofore, emission control or anti-p0llution devices have consisted primarily of the recycling of vapors from the crankcase to the intake side of the engine for ignition with a fresh fuel-air mixture. In theory, some of the undesirable byproducts are thereby subjected to a. second ignition, reducing the pollutants emitted from the engine. However, the prior art devices of which I am aware do not utilize the exhaust gases of an inherent incomplete combustion as an input to a second chamber for further combustion in a two cycle engine.

SUMMARY OF THE INVENTION It is therefore a primary object of the present invention to provide an internal combustion engine which emits essentially pollutantrfree exhausts.

It is another object of the present invention to provide an engine, as above, having cylinders radially outward of a crankshaft and arranged in pairs.

ltis a further object of the present invention to provide an engine, as above, wherein pistons reciprocate in a direction axially ofthc crankshaft.

It is a still further object of the present invention to provide an engine, as above, wherein the exhaust products from one of the pairs of cylinders is the intake mixture for the remaining pairs ofcylinders.

It is yet a further object of the present invention to provide an engine, as above, wherein the remaining pairsof cylinders have an air-intake for igniting any remaining combustible matter in the exhaust products.

It is still another object of the present invention to provide an engine, as above, which has low emission of pollutants, is efficient and yet is fairly powerful.

These and other objects of the invention and the advantages thcreof, which will become apparent from the following specification, are accomplished by improvements hereinafter described and claimed.

In general, a two cycle engine according to the concept of the present invention includes opposed pistons movable back and forth in corresponding first and second combustion chambers or cylinders. The pistons are fastened to connecting rods which are joined together having a slotted ball and socket at the juncture. The peripheral edge of a crank wheel engages the slot. A crankshaft is coupled to the crank wheel.

During operation of the engine, a conventional fuelair mixture enters the first combustion chamber or cylinder and is ignited. The exhaust is then directed into the opposed second combustion chamber along with an amount of fresh air where: any remaining combustible matter is ignited and thereafter exhausted from the engine. As the plurality of pistons move back and forth in a timed two cycle operation, the crank wheel rotates, turning the crankshaft to produce useful power.

BRIEF DESCRIPTION OF THE DRAWINGS In the drawings:

FIG. I is a front partially broken away rear elevational view of my engine. 1

FIG. 2 is a sectional side view thereof.

FIG. 3 is a detail view ofthe ball and socketjoint.

FIGS. 4, 5 and 6 are schematic views of a pair of cylinders showing the pistons at various points along their stroke cycle.

DESCRIPTION OF THE PREFERRED EMBODIMENT An engine, generally indicated by the numeral 10, has a plurality of cylinders 11 being mounted in pairs to form combustion cylinder chambers 11a and 1119, respectively. A pair of opposed pistons 12a'and 12h are operable within chambers 11a and 11b, respectively. As in conventional two cycle engines, the outer portion of chamber 11a and 1 11b are curved to promote a desirable flow pattern.

The opposed pistons 12a and 121; are fastened to connecting rods 13a and 13b, respectively, which drive a crank wheel 14 in any conventional manner such as in accordance with the following structural arrangement. Arcual recessed flanges 15 located on the ends of the connecting rods are bolted together to form a socket 16 for ball 17. As best shown in FIG. 3, the ball is slotted at 18 to slidably and rotatably receive the edge of crank wheel 14 which is angularly mounted on powershaft or crankshaft 19. Moreover, as the pistons reciprocate causing the crank wheel via ball 17 to rotate and thereby turn crankshaft 19, ball 17 is free to wobble alternatively from one connecting rod flange as shown in FIG. 3 to the other connecting rod flange. To aid in abating any lateral force exerted on the socket connection by the ball through contact with the crank wheel, fins 21 extend outwardly of flanges 15 and slidably engage groove 22 in the engine housing.

Preferably, the cylinders are mounted radially outward ofcrankshaft 19 as shownin FIG. 1 and are orientated such that the pistons reciprocate in a direction axially of the crankshaft as shown in FIG. 2. Such an arrangement of cylinders about a crankshaft in association with crank wheel 14 efficiently translates the power from axial reciprocation into a rotative force.

In order that the ball and socket connection as well as the pistons are lubricated, oil may be supplied in accordance with any conventional method. One such method is shown in FIG. 2 wherein oil reservoir 23 is located at the bottom of engine 10. As the wheel rotates, a portion of the wheel which has oil dispersion fins 24 (FIG. 1) enters the oil and acquires a coat of oil. As the wheel rotates further, the coat of oil, of course, is distributed throughout crankshaft chamber 25.

The engine has a conventional carburetor 26 which supplies an air-fuel mixture to the entrance of intake reservoir 27. A turbine type fan 28, wherein preferably the leading edge of each blade overlies the tail edge of the preceding blade, is attached to the power shaft at the entrance of the intake reservoir and draws the airfuel mixture into the intake reservoir where the mixture is compressed. A second fan 29 is attached to' the power shaft forward of the engine and may either draw air through a conventional radiator, not shown, if the engine is water cooled or blow air on as well as into the engine if it is air cooled.

Referring to FIGS. 2, 4, and 6, an inlet port 31 which is located in chamber 1111 at approximately the end of the innermost travel of piston 12a allows the proper amount'of fuel-air mixture from intake reservoir 27 to be conveyed to chamber 11a. An exhaust port 32 which is located in chamber 11a at approximately the mid-point of the piston stroke is connected by passageway 33 to intake port 34 which is located in chamber 11b at approximately the mid-point of the piston stroke. Preferably, the outermost portion of intake port 34 extends a slight distance toward outer part of chamber 11b to facilitate the flow of the exhaust of chamber 11a into chamber 11!). Additionally, chamber 11b has a final exhaust port 35 and a fresh air intake port 36 preferably located at approximately the innermost extent of the piston stroke of piston 12b. Since the supply of fresh air required to combust any of the remaining uncombusted matter in chamber 11b is generally small, port 36 is smaller than inlet port 31 and preferably one-half the area of inlet port 31. In order that fresh air may be admitted through fresh air port 36 and overcome any compression in chamber 11b, a conventional air compressor 38 is connected to port 36 and may be operated in any conventional manner such as off of crankshaft 19. The conventional air compressor, of course, may be directly attached to all of the secondary chambers 1 lb.

The operation of the engine, which may be started with a conventional battery operated starter (not shown), will now be described. Referring to FIG. 4, the air-fuel mixture, under pressure in intake reservoir 27. enters the first cylinder or combustion chamber Ila, which is at reduced pressure. At the same time piston 12!; in the second chamber which has fully compressed its mixture is ignited by a conventional spark plug 41 as controlled by a standard distributor 42. As the plug within chamber 11!) fires, piston 12b, moves inwardly causing piston 12a to move outwardly and block inlet port 31. As piston 12b continues to move inwardly, intake port 34 is exposed thus permitting part of the combusted matter to flow through passageway 33 and enter and'preheat chamber 11a (FIG. 2).'Further inward travel of piston 12b causes piston 12a to block port 32 and to compress the preheated air-fuel mixture in chamber Ila (FIG. 5). At this point of travel of piston 12b, final exhaust port 35 is opened permitting the gases to exit from the chamber. Meanwhile, fresh air port 36 is also opened permitting a limited amount of air to enter chamber 11/). As the first chamber is ignited by another spark plug 41 which is also controlled by distributor 42, piston 12b travels outwardly and both final exhaust port 35 and fresh air port 36 are blocked while the limited amount of fresh air in chamber 11b is being compressed. Piston 12a continues moving inwardly and exposes exhaust port 32 (FIG. 6). Since the ignition in chamber 11a is the primary combustion chamber, the air-fuel mixture ignites with a great amount of force and the exhaust gases which contain some combustible matter flow through passageway 33 and enter chamber 11b through port 34. Port 34, as

noted above, has an area which extends toward the air-fuel port 31 in chamber 11a (FIG. 4), thus completing a full cycle in both chambers.

As the pistons continue in the mannerjust described, the reciprocating motion of the piston rods is converted to rotary motion via the crank wheel 14. This conversion of motion is well known to the art and is not considered novel to this invention.

The further combustion in chamber 11); of any remaining combustible matter from chamber 11a thus produces an exhaust low in pollutants as well as an efficient engine which contributes to good gas mileage. Moreover, the opposed piston design contributes to a powerful engine which is compact and may be made from a large number of standard parts.

The engine is designed such that all parts except rings, cylinders, sleeves, crank wheel and shaft can be of light weight metal such as aluminum. The double combustion system thoroughly consumes the majority of pollutants in the exhaust gases thereby accomplishing the objectives of the present invention and substantially improving the two cycle internal combustion engine art.

What is claimed is:

I. A two cycle internal combustion engine comprising a crankshaft, a crank wheel angularly mounted on said crankshaft, a plurality of cylinders mounted in opposed pairs, each said pair of cylinders forming opposed first and second combustion chambers, a pair of pistons reciprocatable within the combustion chambers of each said pair of cylinders, connecting rods joining each said pair of pistons, means to connect said connecting rods to said crank wheel, intake means for feeding a combustible mixture to each said first chamber, passage means connecting each said first chamber to each said second chamber so that the exhaust from each said first chamber is fed to each said second chamber; air inlet means for each said second chamber so that any remaining combustible mixtures may be further combusted and means to exhaust each said second chamber.

2. A two cycle internal combustion engine as in claim 1, wherein said means to connect said connecting rods to said crank wheel includes a ball and socket joint,

said ball being slotted to slidably receive the peripheral edge of said crank wheel.

3. A twd cycle internal combustion engine as in claim 1, wherein each said intake means is totally exposed to each said first chamber only when each said passage means and each said means to exhaust are totally closed to each said second chamber by each said piston within each said second chamber during the compres sion stroke of each said piston within each said second chamber.

4. A two cycle internal combustion engine as in claim 1, wherein each said means to exhaust each said second chamber is totally open to each said second chamber when each said intake means and each said passage means are totally closed to each said first chamber by each said piston within each said first chamber during the compression stroke of each said piston within each said first chamber.

5. A two cycle internal combustion engine as in claim 1, wherein each said passage means is open to said first and second chambers when each said pair of pistons are midway between compression strokes in said first and second chambers.

6. A two cycle internal combustion engine as in claim 1, wherein said plurality of pistons are arranged radially outward of said crankshaft.

7. A two cycle internal combustion engine as in claim 1. wherein said pistons reciprocate in a direction axially of said crankshaft.

8. A two cycle internal combustion engine as in claim 1. wherein said intake means of said first chamber is located at approximately the innermost travel portion of said piston in said first chamber and said passage means connection is located at approximately the midportion of the travel of said piston in said first chamber.

9. A two cycle internal combustion engine as in claim 1. wherein said exhaust means and said air inlet means of said second chamber is located at approximately the innermost travel portion of said piston in said second chamber and said passages means connection is located at approximately the mid-portion of the travel of said piston in said second chamber.

10. A two cycle internal combustion engine as in claim 1, wherein said engine has a combustible mixture reservoir and a fan is located at the entrance to said reservoir so that the combustible mixture is compressed before entering said first chamber. 

1. A two cycle internal combustion engine comprising a crankshaft, a crank wheel angularly mounted on said crankshaft, a plurality of cylinders mounted in opposed pairs, each said pair of cylinders forming opposed first and second combustion chambers, a pair of pistons reciprocatable within the combustion chambers of each said pair of cylinders, connecting rods joining each said pair of pistons, means to connect said connecting rods to said crank wheel, intake means for feeding a combustible mixture to each said first chamber, passage means connecting each said first chamber to each said second chamber so that the exhaust from each said first chamber is fed to each said second chamber, air inlet means for each said second chamber so that any remaining combustible mixtures may be further combusted and means to exhaust each said second chamber.
 2. A two cycle internal combustion engine as in claim 1, wherein said means to connect said connecting rods to said crank wheel includes a ball and socket joint, said ball being slotted to slidably receive the peripheral edge of said crank wheel.
 3. A two cycle internal combustion engine as in claim 1, wherein each said intake means is totally exposed to each said first chamber only when each said passage means and each said means to exhaust are totally closed to each said second chamber by each said piston within each said second chamber during the compression stroke of each said piston within each said second chamber.
 4. A two cycle internal combustion engine as in claim 1, wherein each said means to exhaust each said second chamber is totally open to each said second chamber when each said intake means and each said passage means are totally closed to each said first chamber by each said piston within each said first chamber during the compression stroke of each said piston within each said first chamber.
 5. A two cycle internal combustion engine as in claim 1, wherein each said passage means is open to said first and second chambers when each said pair of pistons are midway between compression strokes in said first and second chambers.
 6. A two cycle internal combustion engine as in claim 1, wherein said plurality of pistons are arranged radially outward of said crankshaft.
 7. A two cycle internal combustion engine as in claim 1, wherein said pistons reciprocate in a direction axially of said crankshaft.
 8. A two cycle internal combustion engine as in claim 1, wherein said intake means of said first chamber is located at approxiMately the innermost travel portion of said piston in said first chamber and said passage means connection is located at approximately the mid-portion of the travel of said piston in said first chamber.
 9. A two cycle internal combustion engine as in claim 1, wherein said exhaust means and said air inlet means of said second chamber is located at approximately the innermost travel portion of said piston in said second chamber and said passages means connection is located at approximately the mid-portion of the travel of said piston in said second chamber.
 10. A two cycle internal combustion engine as in claim 1, wherein said engine has a combustible mixture reservoir and a fan is located at the entrance to said reservoir so that the combustible mixture is compressed before entering said first chamber. 